Shifting-rail for carrlages



(No Model.)

J. W. SUTPHIN.

SHIPTIN'G RAIL FOR GARRIAGES.

N0..Z51,965. Patented Jan.3,1882

g f Q2 H with myimproved shifting-rail.

. UNITED STATES PATENT OFFicE.

JOHN w. sUTPHIN, or TRENTON, NEW JERSEY.

SHIFTING-RAIL FOR CARRIAGE'S.

SPECIFICATION forming part of Letters Patent No. 251,965, dated January 3, 1882. I Application filed November 10, 1881. (No model.)'

To all whom it may concern Be it known that I, JOHN W. SUTPHIN, a

citizen of the United States of America, residlowing to be a full, clear, and exact description of the invention, such as will enable others skilled in the artto which it appertains to make and use the same,rcference bein g had to the accom panyin g drawings, and to letters or figures of reference marked thereon, which form a part of this specification.

Figure l is a perspective of one end and a portion of the back of a oarriageseat provided Fig. 2 is a detached view of the hand-rail, and Fig. 3 a detached view of the back rail.

Like letters refer to like parts in all the figures.

My invention relates to those irons usually attached to the seats of carriages for the purpose of providing arm-rests at the ends of the seat and supports for and means to which the seat, to the upper flanged edges of which are sc cured the arm-rail B andback rail 0. These rails are each castlinmalleable iron in a flat condition and with all the necessary projections, studs, supports, and shoulders formed integrally thereon, and either beforeor after, as desired, the subsequent bending, curving,

shapin g, or fitting of said rails. The bearing and threaded portions are finished in any desirable manner, and by hand-tools or machinery, as preferred, the shaping and bending being, from the nature of the material from or of which they are made, performed without the use of fire or the necessity of heating the rails,

as when forged. The rail B is castin the condition shown in Fig. 2., and is provided with arm 1;, which merges into the extension 12 and i is connected to the rail proper by a brac 11 The rail 0 is cast in the condition shown at Fig. 3, and is provided with an attaching-stud, o, and a top-prop bearing,,c", screw-threaded, as shown at 0 butsaid screw-thread is formed afterward, as hereinafter described.

As before stated, each of the irons B and O. are cast with all of their elements or subsidiary devices integral therewith and in a flattened condition-that is to say, having all curves in a common plane. After being'so cast 1 finish the attaching-studs by hand-tools, or, what is preferable, by suitable well-known machinery; and it will readily be seen that each rail is of such contour as to facilitate the presentation of each portion thus to be finished to machincry for that purpose, and I then present the aperture a to screw-threading machinery, and,

form therein a thread adapted to receive the back rail, 0, screw-threaded in like manner at 0 as hereinbefore mentioned. All of these operations may be performed in any ordinary bolt and nut threading machine, in a mannerwell known to mechanicians skilled in their use. I nowbend, curve, shape, or fit each rail by curving the extension 12 of rail B inwardly and against the back board, as shown in Fig. 1, andthe shoulder and stud a is bent outwardly, as shown in said figure. Suitable nuts having been provided, nothing remains but to enter the back rail 0 into the aperture a of rail B and secure it there on the screw-threads by turning it therein, and to pass the attachingstuds through apertures in the flanges of the seat and secure them by nuts a? a and 0 as clearly shown in Fig. 1. The same operations upon a duplicate setof rails fit them for attachment to the other end of the seat, (not shown,) completing it and adapting it to support the carriage-top in amanner well known and unnecessary to be described.

Although the particular contour of each of v used in connection with the cast malleable-iron rail B; but I prefer to cast both, as described,

and either or both may bet'orged, as the manner of connecting them to each other and to theseatisnotafl'ected by the material of which they are made. Hence they may be of wroughtiron or cast-steel or malleable iron.

Having described my invention and its operation, what I claim as new, and desire to secure by Letters Patent, is-

l. The method of making shifting-rails of carriages herein set forth and described, which consists in casting-them in a flattened condition and aiterward finishing the attaching and connecting portionsthereot', and then bending, shaping, and fitting the same, substantially as shown and described.

2. As an article of manufacture, the cast malleable-iron rail B, providedwith the attaching-studs a, shoulder; and stud a, aperture a brace b ,and extension b,'and arm I), all of the curvatures therein being in a common plane, substantially as shown and described.

3. In a carriage shifting-rail, the combination of the rail B, provided with the screwthreaded aperture a and the rail 0, provided with the screw-thread 0 substantially as shown and described.

4. The combination of the seat A, rail B, and rail 0, the latter passing through the former and secured therein by a screw-thread, and both secured to the seat, substantially as shown and described.

In testimony whereot'l have affixed my signature in presence of two witnesses.

JOHN W. SUTPHIN.

Witnesses:

FRANCIS O. LOWTHORP, Jr., W; HOLT APGAR. 

